EP2856455B1 - Systems and methods for enhanced awareness of obstacle proximity during taxi operations - Google Patents

Systems and methods for enhanced awareness of obstacle proximity during taxi operations Download PDF

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Publication number
EP2856455B1
EP2856455B1 EP13796644.6A EP13796644A EP2856455B1 EP 2856455 B1 EP2856455 B1 EP 2856455B1 EP 13796644 A EP13796644 A EP 13796644A EP 2856455 B1 EP2856455 B1 EP 2856455B1
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EP
European Patent Office
Prior art keywords
aircraft
obstacle
icon
sensed
coverage area
Prior art date
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EP13796644.6A
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German (de)
French (fr)
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EP2856455A1 (en
EP2856455A4 (en
Inventor
Ratan Khatwa
Pamela MANNON
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Honeywell International Inc
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Honeywell International Inc
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Priority to EP21150078.0A priority Critical patent/EP3832348A1/en
Publication of EP2856455A1 publication Critical patent/EP2856455A1/en
Publication of EP2856455A4 publication Critical patent/EP2856455A4/en
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/66—Radar-tracking systems; Analogous systems
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/74—Systems using reradiation of radio waves, e.g. secondary radar systems; Analogous systems
    • G01S13/76—Systems using reradiation of radio waves, e.g. secondary radar systems; Analogous systems wherein pulse-type signals are transmitted
    • G01S13/765—Systems using reradiation of radio waves, e.g. secondary radar systems; Analogous systems wherein pulse-type signals are transmitted with exchange of information between interrogator and responder
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q9/00—Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling
    • B60Q9/008—Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling for anti-collision purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface 
    • B64C25/42—Arrangement or adaptation of brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D43/00—Arrangements or adaptations of instruments
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D45/00—Aircraft indicators or protectors not otherwise provided for
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C23/00—Combined instruments indicating more than one navigational value, e.g. for aircraft; Combined measuring devices for measuring two or more variables of movement, e.g. distance, speed or acceleration
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/02—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00
    • G01S7/04—Display arrangements
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/04—Anti-collision systems
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/04—Anti-collision systems
    • G08G5/045—Navigation or guidance aids, e.g. determination of anti-collision manoeuvers
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/06—Traffic control systems for aircraft, e.g. air-traffic control [ATC] for control when on the ground
    • G08G5/065—Navigation or guidance aids, e.g. for taxiing or rolling
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/933—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of aircraft or spacecraft
    • G01S13/934—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of aircraft or spacecraft on airport surfaces, e.g. while taxiing
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/9329—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles cooperating with reflectors or transponders

Definitions

  • US 2008/0306691 describes a collision prevent device and method for a vehicle in motion on the ground.
  • US 2009/0174591 A1 discloses a system for detecting obstacles on the ground.
  • US 2008/0062011 describes a collision avoidance warning system for an aircraft.
  • the present invention provides a system according to claim 1 of the appended claims.
  • the invention further provides a method according to claim 7 of the appended claims.
  • the present invention provides systems and methods for predicting and displaying targets based on height in relation to the wing or other elements of the aircraft, such as engine nacelles.
  • the systems and methods for depicting target threat based on lateral and/or vertical proximity of targets are included.
  • the location of ground obstacles is based on radar returns (from sensors deployed on the ownship); aircraft surveillance data, such as automatic dependent surveillance-broadcast (ADS-B); and/or an airport moving map database (e.g., location of buildings, towers, etc., on the airport surface).
  • ADS-B data provides aircraft-type data and an onboard database provides a look-up table for aircraft and/or other vehicle geometry information.
  • airport ground vehicles equipped with ADS-B are detectable.
  • FIGURE 1 shows an exemplary airport surface collision-avoidance system (ASCAS) 18 that includes components on an aircraft 20 for providing enhanced awareness of proximate obstacles relative to ownship (e.g., aircraft) components (e.g., wingtip, nacelles).
  • the aircraft 20 includes sensors (e.g., active sensor (e.g., radar)) and/or passive sensor (e.g., camera) 26 included within an obstacle detection module 30, for example an aircraft light module.
  • sensors 30 also include other elements such as navigation/position lights 34, a processor 36, and a communication device 38.
  • the sensors 26 are in communication via the communication device 38 (wired or wirelessly) to a cockpit user interface (UI) device 44.
  • UI cockpit user interface
  • the UI device 44 includes a processor 50 (optional), a communication device (wired or wireless) 52, and an alerting device(s) 54.
  • the UI device 44 provides audio and/or visual cues (e.g., via headphones, PC tablets, etc.) based on sensor-derived and processed information.
  • the UI device 44 Based on information from the sensors 26, the UI device 44 provides some or all of the following functions: detect and track intruders, evaluate and prioritize threats, and declare and determine actions. Once an alert associated with a detection has been produced, then execution of a collision-avoidance action (e.g., stop the aircraft, maneuver around intruder, etc.) is manually performed by a pilot or automatically by an automated system (e.g., autobrakes).
  • a collision-avoidance action e.g., stop the aircraft, maneuver around intruder, etc.
  • an automated system e.g., autobrakes
  • processing of the sensor information is done by the processor 36 at the sensor level and/or by the processor 50 at the UI device 44.
  • situational awareness is improved by integration with automatic dependent surveillance-broadcast/traffic information service-broadcast (ADS-B/TIS-B), airport/airline information on vehicles/aircraft/obstacles (e.g., through WiMax), and with synthetic vision system/enhanced vision system/combined vision system (SVS/EVS/CVS) received by the respective devices using the communication device 38.
  • ADS-B/TIS-B automatic dependent surveillance-broadcast/traffic information service-broadcast
  • ADS-B/TIS-B airport/airline information on vehicles/aircraft/obstacles
  • SVS/EVS/CVS synthetic vision system/enhanced vision system/combined vision system
  • the present invention reduces false alarms by utilizing flight plan and taxi clearance information, and airport building/obstacle databases stored in memory 60 or received from a source via the communication devices 52.
  • the stored airport building/obstacle databases include height information for any ground obstacle.
  • the sensors 26 integrated in the wing and tail modules 30 provide near-complete sensor coverage of the aircraft 20. Full coverage can be attained by placing sensors at various locations on the aircraft 20.
  • the pilot is alerted aurally, visually, and/or tactilely.
  • aural alerting is through existing installed equipment, such as the interphone or other warning electronics (e.g. Crew Alerting System) or possibly the Enhanced Ground Proximity Warning System (EGPWS) platform.
  • the interphone or other warning electronics e.g. Crew Alerting System
  • EGPWS Enhanced Ground Proximity Warning System
  • FIGURE 2 shows a top down image 120 presented by the alerting device(s) 54.
  • the image 120 includes an ownship aircraft icon 126 located at the bottom of the image 120 with two radar beam coverage areas 124 that project forward from wingtips of the icon 126.
  • Two range rings 132, 134 are shown on the display at fixed distances in front of the wing.
  • the range rings 132, 134 are scalable, using either an interface on an electronic flight bag (EFB), or a flight deck display control panel, or a cursor control device (CCD) in the aircraft 20, when shown on a device such as a navigation display.
  • EFB electronic flight bag
  • CCD cursor control device
  • Gray (or other) colored gridlines 128, 130 are included in the areas 124.
  • the gridlines 128, 130 add perspective and situational awareness at fixed intervals on the image 120.
  • each vertical and horizontal gridline 128, 130 represents 10 feet each, when units are in English feet, and 5 meters each, when units are in metric. Other increments may be used.
  • an image 180 generated by the processor 36 or 50 allows the flightcrew to visualize the lateral path of both wingtips of their aircraft, by integrating obstacle information on the image 180.
  • Primary targets are those objects on the ground that are in a direct strike zone of the aircraft's structure, such as a wing, wingtip, or nacelle (for example, within a radar beam zone).
  • Secondary targets are those objects on the ground that are outside the direct strike zone of an aircraft wing, wingtip, or nacelle but within a predetermined distance from the aircraft in both lateral and vertical dimensions (for example, within the radar beam's zone if radar is the primary sensor).
  • a primary strike zone 190 is identified as the zone from the wingtip inward toward the aircraft (i.e., the icon 126).
  • a secondary strike zone 194 is a predetermined distance from the wingtip outward within the defined coverage area 124.
  • Primary targets are those inside the primary strike zone 190 and secondary targets are those in the secondary strike zone 194. Separation between the zones 190, 194 is shown with a dashed line 196 (e.g., white or other color).
  • primary targets are shown as a large solid circle 200 (e.g., brown or other color) and secondary targets are shown as a smaller, hollow circle 202 (e.g., brown or other color).
  • display differentiation could also be used to identify the primary and secondary targets, such as texture (patterns).
  • texture patterns
  • a different symbolic shape is used to distinguish between the primary and secondary targets.
  • the secondary targets represent targets that would not be threats if the intended trajectory of the host aircraft (vehicle) is maintained.
  • the dashed line 196 does not appear on the display image 180. However, differentiation between primary and secondary zones is shown with a thicker white or gray line in the middle of the radar beam area 124 (i.e., visual coding is used to distinguish between primary and secondary zones 190, 194). Other visual coding techniques may be used.
  • the processor 36 or 50 shows (in the image 180) those targets that are in the primary strike zone 190 but either above or below the host vehicle component (e.g., wing or nacelle area).
  • the secondary targets represent targets that would not be threats if the intended trajectory of the host aircraft (vehicle) is maintained with secondary target icons 220.
  • a clearance threshold is applied to obstacles in the primary strike zone 190. Those obstacles that are not within the clearance threshold of the aircraft's structure (e.g., 5 to 30 inches) are deemed to be secondary targets. These are depicted as the smaller, hollow circles (see target icon 224 in FIGURE 4 ).
  • a value of how far (vertically) the associated targets are from the host vehicle structure is identified (+ means above, - means below).
  • FIGURE 5 shows a top down/moving map image 230 that shows target icons 240, 242 that are parked at the end of the displayed area 124 farthest from the aircraft icon 126 when the associated targets are off the scale of the areas 124.
  • the target icon 240 indicates that there is an obstacle in the primary zone to the port side of the aircraft.
  • the target icon 242 indicates that there is an obstacle in the secondary zone outside the right wingtip.
  • the off-scale targets are shown as half-circle icons at the correct sensed bearing from the host aircraft.
  • an airport moving map display or vertical situation display (e.g., displayed below the plan view display) incorporates obstacle information from an airport database, based on received target information.
  • VSD vertical situation display
  • an ownship wing position (or other aircraft structure) is shown as a triangle icon 284, within a VSD image 280.
  • Previously identified primary targets are shown as solid diamonds 286 (e.g., brown) and secondary targets are shown as hollow, smaller diamonds 288, 290 (e.g., brown).
  • a vertical (y) scale in the VSD image 280 shows obstacle height in either meters or feet (set through either a menu or maintenance options user interface).
  • the lateral distance (feet or meters) to the target is shown along the lateral (x) scale of the VSD image 280.
  • the horizontal scale can be adjusted using a zoom knob on a cursor control device (CCD) or using a range set knob.
  • a vertical line 292 is drawn from the primary target icon 286 to the lateral scale to show how far the associated object is from the wingtip (or other aircraft structure).
  • FIGURE 7 shows a VSD image 300 that includes information that distinguishes whether targets are to the left or right of the aircraft's nose.
  • an "L” or an “R” is presented adjacent the target icons 308, 310, 312 to indicate left or right side location of the target, respectively.
  • the flightcrew is presented with the option of selecting either a "LEFT WING” or “RIGHT WING” vertical profile depiction.
  • the selection causes the processors 36, 50 to show icons for obstacles located on only the selected side of the host aircraft.
  • VSD image 340 FIGURE 8 If vertical information related to obstacles is available (i.e., received via the communication device 52, or retrieved from local memory (60) based on identifying of the associated target), the distance in feet or meters of objects below (or above) the wing or nacelle is shown adjacent the respective icon, see VSD image 340 FIGURE 8 . A negative number indicates an obstacle below the host aircraft's part; a positive number is for those obstacles above the respective part.
  • FIGURE 8 also shows a "relative altitude" vertical display.
  • the datum for the vertical scale is set to zero at the bottom of the ownship wing symbol 344 (or other reference position on the aircraft) and increase/decrease from the symbol 344.
  • the target associated with a first icon 342 in the image 340 is 9 feet below the host aircraft structure indicated by a symbol 344 on the left side of the image 340.

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Electromagnetism (AREA)
  • Mechanical Engineering (AREA)
  • Human Computer Interaction (AREA)
  • Traffic Control Systems (AREA)
  • Radar Systems Or Details Thereof (AREA)

Description

    BACKGROUND OF THE INVENTION
  • There currently exists an expensive safety problem of aircraft wingtips clipping obstacles (e.g., 2011 Paris Air Show, an A380 accident in which a wing hit a building; 2012 Chicago O'Hare accident in which a Boeing 747 cargo aircraft's wing clipped an Embraer 140's rudder). Some solutions have radar sensors placed at the wingtips and information about these potential obstacles is presented to the pilot on a human-machine interface (e.g., head-up, head-down, or head-mounted display). Having such information available improves crewmembers' awareness of obstacles, allowing them to better adjust the current aircraft speed and direction to the detected obstacles and to evaluate if a particular obstacle is a threat. However, providing information about only the lateral location of obstacles relative to an aircraft does not explicitly address whether its height of the wing, wingtips, or nacelle will clear the obstacles, based on height of the object.
  • US 2008/0306691 describes a collision prevent device and method for a vehicle in motion on the ground. US 2009/0174591 A1 discloses a system for detecting obstacles on the ground. US 2008/0062011 describes a collision avoidance warning system for an aircraft.
    • SUMMARY OF THE INVENTION
  • The present invention provides a system according to claim 1 of the appended claims.
  • The invention further provides a method according to claim 7 of the appended claims.
  • The present invention provides systems and methods for predicting and displaying targets based on height in relation to the wing or other elements of the aircraft, such as engine nacelles. In addition, the systems and methods for depicting target threat based on lateral and/or vertical proximity of targets are included. The location of ground obstacles is based on radar returns (from sensors deployed on the ownship); aircraft surveillance data, such as automatic dependent surveillance-broadcast (ADS-B); and/or an airport moving map database (e.g., location of buildings, towers, etc., on the airport surface). The ADS-B data provides aircraft-type data and an onboard database provides a look-up table for aircraft and/or other vehicle geometry information. In addition, airport ground vehicles equipped with ADS-B are detectable.
    • BRIEF DESCRIPTION OF THE DRAWINGS
  • Preferred and alternative embodiments of the present invention are described in detail below with reference to the following drawings:
    • FIGURE 1 is a diagram of an aircraft configured with an obstacle awareness system formed in accordance with an embodiment of the present invention;
    • FIGURES 2 through 5 show exemplary graphical user interfaces of sensed obstacles relative to an ownship; and
    • FIGURES 6 through 8 show exemplary vertical profile interfaces of sensed obstacles relative to an ownship.
    DETAILED DESCRIPTION OF THE INVENTION
  • FIGURE 1 shows an exemplary airport surface collision-avoidance system (ASCAS) 18 that includes components on an aircraft 20 for providing enhanced awareness of proximate obstacles relative to ownship (e.g., aircraft) components (e.g., wingtip, nacelles). The aircraft 20 includes sensors (e.g., active sensor (e.g., radar)) and/or passive sensor (e.g., camera) 26 included within an obstacle detection module 30, for example an aircraft light module. These modules 30 also include other elements such as navigation/position lights 34, a processor 36, and a communication device 38. The sensors 26 are in communication via the communication device 38 (wired or wirelessly) to a cockpit user interface (UI) device 44.
  • The UI device 44 includes a processor 50 (optional), a communication device (wired or wireless) 52, and an alerting device(s) 54. The UI device 44 provides audio and/or visual cues (e.g., via headphones, PC tablets, etc.) based on sensor-derived and processed information.
  • Based on information from the sensors 26, the UI device 44 provides some or all of the following functions: detect and track intruders, evaluate and prioritize threats, and declare and determine actions. Once an alert associated with a detection has been produced, then execution of a collision-avoidance action (e.g., stop the aircraft, maneuver around intruder, etc.) is manually performed by a pilot or automatically by an automated system (e.g., autobrakes).
  • In one embodiment, processing of the sensor information is done by the processor 36 at the sensor level and/or by the processor 50 at the UI device 44.
  • In one embodiment, situational awareness is improved by integration with automatic dependent surveillance-broadcast/traffic information service-broadcast (ADS-B/TIS-B), airport/airline information on vehicles/aircraft/obstacles (e.g., through WiMax), and with synthetic vision system/enhanced vision system/combined vision system (SVS/EVS/CVS) received by the respective devices using the communication device 38.
  • In one embodiment, the present invention reduces false alarms by utilizing flight plan and taxi clearance information, and airport building/obstacle databases stored in memory 60 or received from a source via the communication devices 52. The stored airport building/obstacle databases include height information for any ground obstacle.
  • The sensors 26 integrated in the wing and tail modules 30 provide near-complete sensor coverage of the aircraft 20. Full coverage can be attained by placing sensors at various locations on the aircraft 20.
  • The pilot is alerted aurally, visually, and/or tactilely. For example, aural alerting is through existing installed equipment, such as the interphone or other warning electronics (e.g. Crew Alerting System) or possibly the Enhanced Ground Proximity Warning System (EGPWS) platform.
  • The present invention provides systems and methods for allowing a flight crew to visualize an object's distance from the host aircraft using two scalable range rings, which can be set to either feet or meters. FIGURE 2 shows a top down image 120 presented by the alerting device(s) 54. The image 120 includes an ownship aircraft icon 126 located at the bottom of the image 120 with two radar beam coverage areas 124 that project forward from wingtips of the icon 126. Two range rings 132, 134 are shown on the display at fixed distances in front of the wing. The range rings 132, 134 are scalable, using either an interface on an electronic flight bag (EFB), or a flight deck display control panel, or a cursor control device (CCD) in the aircraft 20, when shown on a device such as a navigation display.
  • Gray (or other) colored gridlines 128, 130 are included in the areas 124. The gridlines 128, 130 add perspective and situational awareness at fixed intervals on the image 120. In one embodiment, each vertical and horizontal gridline 128, 130 represents 10 feet each, when units are in English feet, and 5 meters each, when units are in metric. Other increments may be used.
  • In one embodiment, as shown in FIGURE 3, an image 180 generated by the processor 36 or 50 allows the flightcrew to visualize the lateral path of both wingtips of their aircraft, by integrating obstacle information on the image 180. Primary targets are those objects on the ground that are in a direct strike zone of the aircraft's structure, such as a wing, wingtip, or nacelle (for example, within a radar beam zone). Secondary targets are those objects on the ground that are outside the direct strike zone of an aircraft wing, wingtip, or nacelle but within a predetermined distance from the aircraft in both lateral and vertical dimensions (for example, within the radar beam's zone if radar is the primary sensor).
  • In the image 180, a primary strike zone 190 is identified as the zone from the wingtip inward toward the aircraft (i.e., the icon 126). A secondary strike zone 194 is a predetermined distance from the wingtip outward within the defined coverage area 124. Primary targets are those inside the primary strike zone 190 and secondary targets are those in the secondary strike zone 194. Separation between the zones 190, 194 is shown with a dashed line 196 (e.g., white or other color). In one embodiment, primary targets are shown as a large solid circle 200 (e.g., brown or other color) and secondary targets are shown as a smaller, hollow circle 202 (e.g., brown or other color). Other forms of display differentiation could also be used to identify the primary and secondary targets, such as texture (patterns). In one embodiment, a different symbolic shape is used to distinguish between the primary and secondary targets. The secondary targets represent targets that would not be threats if the intended trajectory of the host aircraft (vehicle) is maintained.
  • In one embodiment, the dashed line 196 does not appear on the display image 180. However, differentiation between primary and secondary zones is shown with a thicker white or gray line in the middle of the radar beam area 124 (i.e., visual coding is used to distinguish between primary and secondary zones 190, 194). Other visual coding techniques may be used.
  • If information is available on the vertical extent of detected obstacles (targets) the processor 36 or 50 shows (in the image 180) those targets that are in the primary strike zone 190 but either above or below the host vehicle component (e.g., wing or nacelle area). The secondary targets represent targets that would not be threats if the intended trajectory of the host aircraft (vehicle) is maintained with secondary target icons 220. In one embodiment, a clearance threshold is applied to obstacles in the primary strike zone 190. Those obstacles that are not within the clearance threshold of the aircraft's structure (e.g., 5 to 30 inches) are deemed to be secondary targets. These are depicted as the smaller, hollow circles (see target icon 224 in FIGURE 4). In one embodiment, a value of how far (vertically) the associated targets are from the host vehicle structure is identified (+ means above, - means below).
  • FIGURE 5 shows a top down/moving map image 230 that shows target icons 240, 242 that are parked at the end of the displayed area 124 farthest from the aircraft icon 126 when the associated targets are off the scale of the areas 124. The target icon 240 indicates that there is an obstacle in the primary zone to the port side of the aircraft. The target icon 242 indicates that there is an obstacle in the secondary zone outside the right wingtip. The off-scale targets are shown as half-circle icons at the correct sensed bearing from the host aircraft.
  • If vertical information related to obstacles is available, an airport moving map display or vertical situation display (VSD) (e.g., displayed below the plan view display) incorporates obstacle information from an airport database, based on received target information.
  • As shown in FIGURE 6, an ownship wing position (or other aircraft structure) is shown as a triangle icon 284, within a VSD image 280. Previously identified primary targets are shown as solid diamonds 286 (e.g., brown) and secondary targets are shown as hollow, smaller diamonds 288, 290 (e.g., brown).
  • In one embodiment, a vertical (y) scale in the VSD image 280 shows obstacle height in either meters or feet (set through either a menu or maintenance options user interface). The lateral distance (feet or meters) to the target is shown along the lateral (x) scale of the VSD image 280. The horizontal scale can be adjusted using a zoom knob on a cursor control device (CCD) or using a range set knob.
  • In one embodiment, a vertical line 292 is drawn from the primary target icon 286 to the lateral scale to show how far the associated object is from the wingtip (or other aircraft structure).
  • FIGURE 7 shows a VSD image 300 that includes information that distinguishes whether targets are to the left or right of the aircraft's nose. In one embodiment, an "L" or an "R" is presented adjacent the target icons 308, 310, 312 to indicate left or right side location of the target, respectively.
  • In one embodiment, the flightcrew is presented with the option of selecting either a "LEFT WING" or "RIGHT WING" vertical profile depiction. The selection causes the processors 36, 50 to show icons for obstacles located on only the selected side of the host aircraft.
  • If vertical information related to obstacles is available (i.e., received via the communication device 52, or retrieved from local memory (60) based on identifying of the associated target), the distance in feet or meters of objects below (or above) the wing or nacelle is shown adjacent the respective icon, see VSD image 340 FIGURE 8. A negative number indicates an obstacle below the host aircraft's part; a positive number is for those obstacles above the respective part.
  • FIGURE 8 also shows a "relative altitude" vertical display. The datum for the vertical scale is set to zero at the bottom of the ownship wing symbol 344 (or other reference position on the aircraft) and increase/decrease from the symbol 344. The target associated with a first icon 342 in the image 340 is 9 feet below the host aircraft structure indicated by a symbol 344 on the left side of the image 340.

Claims (10)

  1. A system comprising:
    one or more sensors (26) configured to be positioned on an aircraft and to generate sensed obstacle information;
    a processor (36) configured to:
    receive the sensed obstacle information from the one or more sensors,
    determine locations of obstacles relative to a primary strike zone (190) and a secondary strike zone (194) based on at least one of the sensed obstacle information, previously received surveillance data or previously stored ground obstacle data, the primary strike zone being a zone from a wingtip of the aircraft inward toward the aircraft and the secondary strike zone being a predetermined distance from the wingtip outward, wherein the primary strike zone and the secondary strike zone are adjacent and are forward facing, and
    generate an image (180) comprising:
    an ownship icon (126);
    at least one first icon (200) associated with a first obstacle, if the first obstacle is located within the primary strike zone;
    at least one second icon (202) associated with a second obstacle, if the second obstacle is located within the secondary strike zone, wherein the first and second icons are visually different; and
    a sensed coverage area (124) adjacent a part of the ownship icon associated with a wing of the aircraft, wherein the sensed coverage area comprises the primary and secondary strike zones and visualizing technique that visually separates the strike zones at the wingtip; and
    a display device (54) configured to present the generated image.
  2. The system of claim 1,
    wherein the sensed coverage area comprises a first sensed coverage area,
    wherein the wing of the aircraft is a port wing,
    wherein the generated image comprises the first sensed coverage area and a second sensed coverage area,
    wherein the display device presents the first sensed coverage area adjacent a first part of the ownship icon associated with the port wing of the aircraft and the second sensed coverage area adjacent a second part of the ownship icon associated with a second wing of the aircraft, and
    wherein each of the first and second sensed coverage areas comprise respective ones of the primary and secondary strike zones and a respective indicator that visually separates the strike zones.
  3. The system of claim 2, further comprising a communication device configured to receive height information of an obstacle associated with a displayed icon,
    wherein the processor is further configured to generate a numerical value based on at least one of the received height information or height information of at least one structure of the aircraft, and
    wherein the display device is further configured to present the generated numerical value adjacent the displayed icon.
  4. The system of claim 1, further comprising:
    a communication device (38) configured to receive height information of an obstacle associated with the displayed first or second icon,
    wherein the processor is further configured to generate a numerical value based on the received height information,
    wherein the generated image is presented in a vertical situation display, the generated image comprising:
    a vertical scale that represents at least one of height above ground or distance from a predefined structure of the aircraft; and
    a horizontal scale that represents distance from the predefined structure of the aircraft,
    wherein the ownship icon is presented adjacent the vertical scale at a location on the scale equal to a predefined height of the associated predefined structure of the aircraft.
  5. The system of claim 1, wherein the generated image comprises:
    a first sensed coverage area adjacent at least one feature associated with a port wing of the aircraft; and
    a second sensed coverage area adjacent the at least one feature associated with a right wing of the aircraft,
    wherein, when the processor determines that an obstacle is beyond a range of the primary strike zone or the secondary strike zone but is within a lateral extent of the respective one of the primary strike zone and the secondary strike zone, the processor generates the image to include at least a partial icon at a limit of the respective coverage area.
  6. The system of claim 1,
    wherein the processor is further configured to determine whether the first obstacle associated with the first icon vertically clears a predefined vertical distance from structure of the aircraft,
    wherein the processor is configured to select a visual characteristic of the first icon based on whether the first obstacle is determined to vertically clear the structure of the aircraft.
  7. A method comprising:
    receiving, by a processor (36), sensed obstacle information from one or more sensors positioned on an aircraft and configured to sense obstacles within a field of view;
    determining, by the processor, location of obstacles relative to a primary strike zone (190) and a secondary strike zone (194) based on at least one of the sensed obstacle information, previously received surveillance data or previously stored ground obstacle data, the primary strike zone being a zone from a wingtip of the aircraft inward toward the aircraft and the secondary strike zone being a predetermined distance from the wingtip outward, wherein the primary strike zone and the secondary strike zone are adjacent and are forward facing; and
    generating, by the processor, an image (180) comprising:
    an ownship icon (126),
    at least one first icon (200) associated with a first obstacle, if the first obstacle is located within the primary strike zone,
    at least one second icon (202) associated with a second obstacle, if the second obstacle is located within the secondary strike zone, wherein the first and second icons are visually different, and
    a sensed coverage area (124) adjacent a part of the ownship icon associated with a wing of the aircraft, wherein the sensed coverage area comprises the primary and secondary strike zones and visualizing technique that visually separates the strike zones at the wingtip; and
    presenting, by a display device (54), the generated image.
  8. The method of claim 7, wherein the sensed coverage area comprises a first sensed coverage area adjacent a first part of the ownship icon associated with a first wing of the aircraft, the generated image further comprising a second sensed coverage area adjacent a second part of the ownship icon associated with a second wing of the aircraft, wherein each of the first and second sensed coverage areas comprise respective ones of the primary and secondary strike zones and a respective indicator that visually separates the strike zones.
  9. The method of claim 7, further comprising:
    receiving, by a communication device (38), height information of an obstacle associated with a displayed icon;
    generating, by the processor, a numerical value based on at least one of the received height information or height information of at least one structure of the aircraft;
    presenting, by the display device, the generated numerical value adjacent the displayed icon.
  10. The method of claim 7, further comprising
    receiving, by a communication device, height information of the first obstacle or the second;
    generating, by the processor, a numerical value based on the received height information;
    generating, by the processor, a vertical situation display, the generated image comprising:
    a vertical scale that represents at least one of height above ground or distance from a predefined structure of the aircraft; and
    a horizontal scale that represents distance from the predefined structure of the aircraft; and
    presenting, by the display device, the ownship icon adjacent the vertical scale at a location on the scale equal to a predefined height of the associated predefined structure of the aircraft.
EP13796644.6A 2012-05-30 2013-05-30 Systems and methods for enhanced awareness of obstacle proximity during taxi operations Active EP2856455B1 (en)

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EP2856455A1 (en) 2015-04-08
EP3832348A1 (en) 2021-06-09
IN2014DN09499A (en) 2015-07-17
US20130321194A1 (en) 2013-12-05
US20130321177A1 (en) 2013-12-05
CN104380363A (en) 2015-02-25
US9229101B2 (en) 2016-01-05
US20130325312A1 (en) 2013-12-05
US20140085124A1 (en) 2014-03-27
US9223017B2 (en) 2015-12-29
WO2013181351A1 (en) 2013-12-05
EP2856455A4 (en) 2015-12-02
JP2015524111A (en) 2015-08-20
US10274595B2 (en) 2019-04-30

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